U.S. patent number 11,377,341 [Application Number 16/161,159] was granted by the patent office on 2022-07-05 for mobile distribution station with additive injector.
This patent grant is currently assigned to FUEL AUTOMATION STATION, LLC. The grantee listed for this patent is Fuel Automation Station, LLC. Invention is credited to Ricky Dean Shock.
United States Patent |
11,377,341 |
Shock |
July 5, 2022 |
Mobile distribution station with additive injector
Abstract
A distribution station includes a mobile trailer and a delivery
system. The delivery system includes a pump, a manifold fluidly
connected with the pump, reels, hoses, valves situated between the
manifold and a respective different one of the hoses, and fluid
level sensors. There is also an additive injector fluidly connected
with the delivery system and operable to introduce controlled
amounts of an additive into the delivery system.
Inventors: |
Shock; Ricky Dean (Victoria,
TX) |
Applicant: |
Name |
City |
State |
Country |
Type |
Fuel Automation Station, LLC |
Birmingham |
MI |
US |
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Assignee: |
FUEL AUTOMATION STATION, LLC
(Birmingham, MI)
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Family
ID: |
1000006411426 |
Appl.
No.: |
16/161,159 |
Filed: |
October 16, 2018 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20190127208 A1 |
May 2, 2019 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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15795697 |
Oct 27, 2017 |
10150662 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B67D
7/845 (20130101); B67D 7/78 (20130101); B67D
7/84 (20130101); B67D 7/08 (20130101); B67D
7/04 (20130101); B67D 7/40 (20130101); B67D
7/74 (20130101); B62D 63/08 (20130101); B60P
3/035 (20130101); B67D 7/3272 (20130101); E21B
43/26 (20130101) |
Current International
Class: |
B67D
7/08 (20100101); B67D 7/84 (20100101); B67D
7/40 (20100101); B67D 7/32 (20100101); B67D
7/04 (20100101); B60P 3/035 (20060101); E21B
43/26 (20060101); B67D 7/74 (20100101); B67D
7/78 (20100101); B62D 63/08 (20060101) |
Field of
Search: |
;141/231 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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May 2012 |
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0177006 |
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Oct 2001 |
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WO |
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2006005686 |
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Jan 2006 |
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WO |
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2008083830 |
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Jul 2008 |
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WO |
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2009026607 |
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Mar 2009 |
|
WO |
|
Other References
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first Bi-Fuel Distribution Unit for hydraulic fracturing industry.
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Texas. vol. 4, Issue 2. 2015. p. 27. cited by applicant .
Frac Shack International. Publications & Endorsements.
Retrieved Aug. 23, 2016 from: http://www.fracshack.com. cited by
applicant .
Frac Shack International. Technology. Retrieved Aug. 23, 2016 from:
http://www.fracshack.com. cited by applicant .
Frac Shack International. Design Benefits. Retrieved Aug. 23, 2016
from: http://www.fracshack.com. cited by applicant .
Frac Shack International. Service. Retrieved Aug. 23, 2016 from:
http://www.fracshack.com. cited by applicant .
Frac Shack International. Frac Shack Series--Series A. Retrieved
Aug. 23, 2016 from: http://www.fracshack.com. cited by applicant
.
Frac Shack International. Frac Shack Series--Series B. Retrieved
Aug. 23, 2016 from: http://www.fracshack.com. cited by applicant
.
Frac Shack International. Frac Shack Series--Series C. Retrieved
Aug. 23, 2016 from: http://www.fracshack.com. cited by applicant
.
Frac Shack International. Frac Shack Series--Series D. Retrieved
Aug. 23, 2016 from: http://www.fracshack.com. cited by applicant
.
Frac Shack International. Frac Shack Series--Series E. Retrieved
Aug. 23, 2016 from: http://www.fracshack.com. cited by applicant
.
Frac Shack International. Frac Shack Series--Series EG. Retrieved
Aug. 23, 2016 from: http://www.fracshack.com. cited by applicant
.
Mann Tek. Dry Disconnect Couplings. Retrieved Jul. 22, 2016 from:
http://www.manntek.com/products/drydisconnectcouplings p. 1-4.
cited by applicant .
Mann Tek. Dry Aviation Couplings. Retrieved Jul. 22, 2016 from:
http://www.manntek.com/products/dryaviationcouplings p. 1-4. cited
by applicant .
Waterman, J. (2013). Better Safe than Sorry: Frac Shack a welcome
addition to the oil patch. Jan. 2, 2013. Retrieved Aug. 23, 2016
from:
http://www.pipelinenewsnorth.ca/better-safe-than-sorry-1.1123066.
cited by applicant .
U.S. Appl. No. 15/655,115, filed Jul. 20, 2017. cited by applicant
.
U.S. Appl. No. 15/782,335, filed Oct. 12, 2017. cited by applicant
.
U.S. Appl. No. 15/673,730, filed Aug. 10, 2017. cited by applicant
.
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.
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applicant.
|
Primary Examiner: Maust; Timothy L
Assistant Examiner: Hakomaki; James R
Attorney, Agent or Firm: Carlson, Gaskey & Olds,
P.C.
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
The present disclosure is a continuation of U.S. patent application
Ser. No. 15/795,697 filed Oct. 27, 2017.
Claims
What is claimed is:
1. A distribution station comprising: a mobile trailer; a delivery
system including, a pump; a manifold connected with the pump; reels
connected with the manifold; hoses connected, respectively, with
the reels; valves, each said valve being situated between the
manifold and a respective different one of the hoses; fluid level
sensors, each said fluid level sensor being associated with a
respective different one of the hoses; and an injection system
including a controller and an additive injector connected with the
delivery system, the controller configured to adjust an amount of
an additive that the additive injector introduces into a fluid
flowing in the delivery system as the delivery system dispenses the
fluid from at least one of the hoses.
2. The distribution station as recited in claim 1, wherein the
additive injector is fluidly connected to the delivery system by a
fluid delivery line, the fluid delivery line opening into the
delivery system at a location between the manifold and the
pump.
3. The distribution station as recited in claim 2, wherein the
additive injector is fluidly connected to the delivery system by a
fluid delivery line, the fluid delivery line opening into the
delivery system at the manifold.
4. The distribution station as recited in claim 1, wherein the
additive injector includes a metering pump, the additive injector
is fluidly connected to the delivery system by a fluid delivery
line, and the fluid delivery line opens into the delivery system at
a location at the manifold or between the manifold and the
pump.
5. The distribution station as recited in claim 1, further
comprising fuel at least in the manifold.
6. The distribution station as recited in claim 1, wherein the
additive injector includes a variable speed metering pump.
7. The distribution station as recited in claim 1, wherein the
fluid level sensors are in fuel caps that are respectively
connected at ends of the hoses.
8. A distribution station comprising: a mobile trailer; a delivery
system including, a pump; a manifold connected with the pump; reels
connected with the manifold; hoses connected, respectively, with
the reels; valves, each said valve being situated between the
manifold and a respective different one of the hoses; fluid level
sensors, each said fluid level sensor being associated with a
respective different one of the hoses; and an injection system
including a controller and an additive injector connected with the
delivery system, the controller configured to operate the additive
injector and introduce a defined dose of an additive into fluid in
the delivery system over a timeframe that is less than a timeframe
over which at least one fluid tank is filled with the fluid
containing the defined dose.
9. The distribution station as recited in claim 8, wherein the
additive injector includes a metering pump.
10. The distribution station as recited in claim 8, wherein the
controller is configured to record how much of the additive is
delivered into the delivery system.
11. The distribution station as recited in claim 8, wherein the
additive injector is fluidly connected to the delivery system by a
fluid delivery line, the fluid delivery line opening into the
delivery system at a location between the manifold and the
pump.
12. The distribution station as recited in claim 8, wherein the
additive injector is fluidly connected to the delivery system by a
fluid delivery line, the fluid delivery line opening into the
delivery system at the manifold.
13. The distribution station as recited in claim 8, wherein the
additive injector includes a variable speed metering pump.
14. The distribution station as recited in claim 13, wherein the
fluid level sensors are in fuel caps that are respectively
connected at ends of the hoses.
Description
BACKGROUND
Hydraulic fracturing (also known as fracking) is a well-stimulation
process that utilizes pressurized liquids to fracture rock
formations. Pumps and other equipment used for hydraulic fracturing
typically operate at the surface of the well site. The equipment
may operate semi-continuously, until refueling is needed, at which
time the equipment may be shut-down for refueling. Shut-downs are
costly and reduce efficiency. More preferably, to avoid shut-downs
fuel is replenished in a hot-refueling operation while the
equipment continues to run. This permits fracking operations to
proceed fully continuously; however, hot-refueling can be difficult
to reliably sustain for the duration of the fracking operation.
SUMMARY
A distribution station according to an example of the present
disclosure includes a mobile trailer, a delivery system that has a
pump on the mobile trailer, a manifold on the mobile trailer and
fluidly connected with the pump, a plurality of reels on the mobile
trailer, and a plurality of hoses connected, respectively, with the
reels. The reels are fluidly connected with the manifold and each
of the valves are situated between the manifold and a respective
different one of the hoses. Each of the sensors is associated with
a respective different one of the hoses. An additive injector is
fluidly connected with the delivery system and operable to
introduce controlled amounts of an additive into the delivery
system.
A distribution station according to an example of the present
disclosure includes an injection system that has a controller and
an additive injector fluidly connected with the delivery system.
The controller is configured to operate the additive injector and
introduce controlled amounts of an additive into the delivery
system.
A distribution station according to an example of the present
disclosure includes a container that has an additive and an
additive injector fluidly connected with the container. The
delivery system is operable to introduce controlled amounts of the
additive.
BRIEF DESCRIPTION OF THE DRAWINGS
The various features and advantages of the present disclosure will
become apparent to those skilled in the art from the following
detailed description. The drawings that accompany the detailed
description can be briefly described as follows.
FIG. 1 illustrates an example mobile distribution station.
FIG. 2 illustrates an internal layout of a mobile distribution
station.
FIG. 3 illustrates an example of a connection between a manifold, a
control valve, and a reel.
FIG. 4 illustrates an example of an integrated fuel cap sensor for
a mobile distribution station.
FIG. 5 illustrates another example mobile distribution station.
DETAILED DESCRIPTION
FIG. 1 illustrates a mobile distribution station 20 and FIG. 2
illustrates an internal layout of the station 20. As will be
described, the station 20 may serve in a "hot-refueling" capacity
to distribute fuel to multiple pieces of equipment while the
equipment is running, such as fracking equipment at a well site. As
will be appreciated, the station 20 is not limited to applications
for fracking or for delivering fuel. The examples herein may be
presented with respect to fuel delivery, but the station 20 may be
used in mobile delivery of other fluids, in other gas/petroleum
recovery operations, or in other operations where mobile refueling
or fluid delivery will be of benefit.
In this example, the station 20 includes a mobile trailer 22.
Generally, the mobile trailer 22 is elongated and has first and
second opposed trailer side walls W1 and W2 that join first and
second opposed trailer end walls E1 and E2. Most typically, the
trailer 22 will also have a closed top (not shown). The mobile
trailer 22 may have wheels that permit the mobile trailer 22 to be
moved by a vehicle from site to site to service different
hot-refueling operations.
In this example, the mobile trailer 22 has two compartments. A
first compartment 24 includes the physical components for
distributing fuel, such as diesel fuel, and a second compartment 26
serves as an isolated control room for managing and monitoring fuel
distribution. The compartments 24/26 are separated by an inside
wall 28a that has an inside door 28b.
The first compartment 24 includes one or more pumps 30. Fuel may be
provided to the one or more pumps 30 from an external fuel source,
such as a tanker truck on the site. On the trailer 22, the one or
more pumps 30 are fluidly connected via a fuel line 32 with a high
precision register 34 for metering fuel. The fuel line 32 may
include, but is not limited to, hard piping. In this example, the
fuel line 32 includes a filtration and air eliminator system 36a
and one or more sensors 36b. Although optional, the system 36a is
beneficial in many implementations, to remove foreign particles and
air from the fuel prior to delivery to the equipment. The one or
more sensors 36b may include a temperature sensor, a pressure
sensor, or a combination thereof, which assist in fuel distribution
management.
The fuel line 32 is connected with one or more manifolds 38. In the
illustrated example, the station 20 includes two manifolds 38 that
arranged on opposed sides of the compartment 24, with an aisle A in
between. As an example, the manifolds 38 are elongated tubes that
are generally larger in diameter than the fuel line 32 and that
have at least one inlet and multiple outlets. Each hose 40 is
wound, at least initially, on a reel 42 that is rotatable to extend
or retract the hose 40 externally through one or more windows of
the trailer 22. Each reel 42 may have an associated motor to
mechanically extend and retract the hose 40. The reels 42 and
motors may be mounted on a support rack in the station 20. The
station 20 may include twenty hoses 40, although fewer or more
hoses could be used. Most typically, some of the hoses 40 are
deployable from one side of the station 20 and other hoses are
deployable from the other side of the station 20.
Referring also to FIG. 3, each hose 40 is connected to a respective
one of the reels 42 and a respective one of a plurality of control
valves 44. For example, a secondary fuel line 46 leads from the
manifold 38 to the reel 42. The control valve 44 is in the
secondary fuel line 46. The control valve 44 is moveable between
open and closed positions to selectively permit fuel flow from the
manifold 38 to the reel 42 and the hose 40. For example, the
control valve 44 is a powered valve, such as a solenoid valve.
In the illustrated example, the first compartment 24 also includes
a sensor support rack 48. The sensor support rack 48 holds
integrated fuel cap sensors 50 (when not in use), or at least
portions thereof. When in use, each integrated fuel cap sensor 50
is temporarily affixed to a piece of equipment (i.e., the fuel tank
of the equipment) that is subject to the hot-refueling operation.
Each hose 40 may include a connector end 40a and each integrated
fuel cap sensor 50 may have a corresponding mating connector to
facilitate rapid connection and disconnection of the hose 40 with
the integrated fuel cap sensor 50. For example, the connector end
40a and mating connector on the integrated fuel cap sensor 50 form
a hydraulic quick-connect.
FIG. 4 illustrates a representative example of one of the
integrated fuel cap sensors 50. The integrated fuel cap sensor 50
includes a cap portion 50a and a fluid level sensor portion 50b.
The cap portion 50a is detachably connectable with a port of a fuel
tank. The cap portion 50a includes a connector port 50c, which is
detachably connectable with the connector 60 of the hose 40. The
sensor portion 50b includes a sensor 50d and a sensor port 50e that
is detachably connectable with a connector. The fuel cap sensor 50
may also include a vent port that attaches to a drain hose, to
drain any overflow into a containment bucket and/or reduce air
pressure build-up in a fuel tank. Thus, a user may first mount the
cap portion 50a on the fuel tank of the equipment, followed by
connecting the hose 40 to the port 50c.
The sensor 50d may be any type of sensor that is capable of
detecting fluid or fuel level in a tank. In one example, the sensor
50d is a guided wave radar sensor. A guided wave radar sensor may
include a transmitter/sensor that emits radar waves, most typically
radio frequency waves, down a probe. The probe serves as a guide
for the radar waves. The radar waves reflect off of the surface of
the fuel and the reflected radar waves are received into the
transmitter/sensor. A sensor controller determines the "time of
flight" of the radar waves, i.e., how long it takes from emission
of the radar waves for the radar waves to reflect back to the
transmitter/sensor. Based on the time, the sensor controller, or
the controller 52 if the sensor controller does not have the
capability, determines the distance that the radar waves travel. A
longer distance thus indicates a lower fuel level (farther away)
and a shorter distance indicates a higher fuel level (closer).
At least the control valves 44, pump or pumps 30, sensor or sensors
36b, and register 34 are in communication with a controller 52
located in the second compartment 26. As an example, the controller
52 includes software, hardware, or both that is configured to carry
out any of the functions described herein. In one further example,
the controller 52 includes a programmable logic controller with a
touch-screen for user input and display of status data. For
example, the screen may simultaneously show multiple fluid levels
of the equipment that is being serviced.
When in operation, the integrated fuel cap sensors 50 are mounted
on respective fuel tanks of the pieces of equipment that are
subject to the hot-refueling operation. The hoses 40 are connected
to the respective integrated fuel cap sensors 50. Each integrated
fuel cap sensor 50 generates signals that are indicative of the
fuel level in the fuel tank of the piece of equipment on which the
integrated fuel cap sensor 50 is mounted. The signals are
communicated to the controller 52.
The controller 52 interprets the signals and determines the fuel
level for each fuel tank of each piece of equipment. In response to
a fuel level that falls below a lower threshold, the controller 52
opens the control valve 44 associated with the hose 40 to that fuel
tank and activates the pump or pumps 30. The pump or pumps 30
provide fuel flow into the manifolds 38 and through the open
control valve 44 and reel 42 such that fuel is provided through the
respective hose 40 and integrated fuel cap sensor 50 into the fuel
tank. The lower threshold may correspond to an empty fuel level of
the fuel tank, but more typically the lower threshold will be a
level above the empty level to reduce the potential that the
equipment completely runs out of fuel and shuts down. The
controller 52 can also be programmed with a failsafe measure
related to the operation of the fuel cap sensors 50. As an example,
once a control valve 44 is open, if the controller 52 does not
detect a change in fuel level from the fuel cap sensor 50
associated with the control valve 44 within a preset time period,
the controller 52 shuts the pump 30 off and closes the control
valve 44. Thus, if a hose 40 were to rupture, spillage of fuel is
limited to the volume of fuel in the hose 40. For instance, the
preset time period may be three seconds, six seconds, ten seconds,
or fifteen seconds, which may limit spillage to approximately
fifteen gallons for a given size of hose.
The controller 52 also determines when the fuel level in the fuel
tank reaches an upper threshold. The upper threshold may correspond
to a full fuel level of the fuel tank, but more typically the upper
threshold will be a level below the full level to reduce the
potential for overflow. In response to reaching the upper
threshold, the controller 52 closes the respective control valve 44
and ceases the pump or pumps 30. If other control valves 44 are
open or are to be opened, the pump or pumps 30 may remain on. The
controller 52 can also be programmed with an electronic stop
failsafe measure to prevent over-filling. As an example, once an
upper threshold is reached on a first tank and the control valve 44
is closed, but the pump 30 is otherwise to remain on to fill other
tanks, if the fuel level continues to rise in the first tank, the
controller 52 shuts the pump 30 off.
Multiple control valves 44 may be open at one time, to provide fuel
to multiple fuel tanks at one time. Alternatively, if there is
demand for fuel from two or more fuel tanks, the controller 52 may
sequentially open the control valves 44 such that the tanks are
refueled sequentially. For instance, upon completion of refueling
of one fuel tank, the controller 52 closes the control valve 44 of
the hose 40 associated with that tank and then opens the next
control valve 44 to begin refueling the next fuel tank. The
controller 52 may perform the functions above while in an automated
operating mode. Additionally, the controller 52 may have a manual
mode in which a user can control at least some functions through
the PLC, such as starting and stopped the pump 30 and opening and
closing control valves 44. For example, manual mode may be used at
the beginning of a job when initially filling tanks to levels at
which the fuel cap sensors 50 can detect fuel and/or during a job
if a fuel cap sensor 50 becomes inoperable. Of course, operating in
manual mode may deactivate some automated functions, such as
filling at the low threshold or stopping at the high threshold.
In addition to the use of the sensor signals to determine fuel
level, or even as an alternative to use of the sensor signals, the
refueling may be time-based. For instance, the fuel consumption of
a given piece of equipment may be known such that the fuel tank
reaches the lower threshold at known time intervals. The controller
52 is operable to refuel the fuel tank at the time intervals rather
than on the basis of the sensor signals, although sensor signals
may also be used to verify fuel level.
The controller 52 also tracks the amount of fuel provided to the
fuel tanks. For instance, the register 34 precisely measures the
amount of fuel provided from the pump or pumps 30. As an example,
the register 34 is an electronic register and has a resolution of
about 0.1 gallons. The register 34 communicates measurement data to
the controller 52. The controller 52 can thus determine the total
amount of fuel used to very precise levels. The controller 52 may
also be configured to provide outputs of the total amount of fuel
consumed. For instance, a user may program the controller 52 to
provide outputs at desired intervals, such as by worker shifts or
daily, weekly, or monthly periods. The outputs may also be used to
generate invoices for the amount of fuel used. As an example, the
controller 52 may provide a daily output of fuel use and trigger
the generation of an invoice that corresponds to the daily fuel
use, thereby enabling almost instantaneous invoicing.
For diesel fuels used in re-fueling operations, others fuels, or
other liquids, additives may be used to modify one or more
properties of the fuel or liquid. Examples based on diesel fuels
may include additives that modify handling, gelling, thermal
stability, engine protection, and combustion. Example handling
additives may include additives that modify freezing, flow,
clouding, foaming, static electricity, dyes, odorants, deodorants,
and the like. Example stability additives may include
anti-oxidants, metal deactivators, biocides, dispersants, and the
like. Example engine protection additives may include corrosion
inhibitors, cleaners, lubricants, and the like. Example combustion
additives may include ignition modifiers, such as cetane boosters,
smoke suppressants, catalysts, and the like.
The fuel, as-received, may not initially include such additives.
Although such additives may, in some cases, be included during
refining or prior to delivery of fuel to the site, not all
customers may want to incur the expense of the additive, nor may
such additives be needed or required for a particular operation. In
order to provide such additives on-site and on-demand, as customers
or operations may require, the station 20 includes an additive
injector 60 (FIG. 2) fluidly connected with the delivery system of
the station 20 and operable to introduce controlled amounts of an
additive into the delivery system. The pump(s) 30, manifold(s) 38,
hoses 40, reels 42, control valves 44, and fuel cap sensors 50
collectively make up the delivery system of the station 20.
The additive injector 60 may be mounted inside the trailer 22, such
as on one of the side walls W1/W2. As shown, the additive injector
60 is fluidly connected with a container 62 that contains an
additive 64. In this example, the container 62 is separate from the
station 20, although it may alternatively be inside or mounted
inside the trailer 22. The additive injector 60 is also fluidly
connected, by delivery line 66, to the fuel line 32. The delivery
line 66 may be a flexible hose, hard piping, or the like. In this
example, the delivery line 66 opens into the fuel line 32 at a
location between the pump(s) 30 and the manifold(s) 38. In this
case, where there are two manifolds 38, the delivery line 66 opens
into the fuel line 32 at a location upstream from a split in the
fuel line 32 to each manifold 38. This ensures that the additive 64
is distributed to both manifolds 38.
In this example, the additive injector 60 is or includes a metering
pump. A metering pump moves a precise volume of fuel or liquid in a
specified time period to provide a controlled volumetric flow rate.
The amount of the additive 64 can thus be precisely controlled,
monitored, and tracked. Example metering pumps may include, but are
not limited to, piston pumps, diaphragm pumps, and parastaltic
pumps.
The metering pump may further be a variable speed metering pump,
the speed of which can be adjusted to change and control the amount
of additive introduced into the delivery system. In this regard,
the metering pump can have an integrated controller that can be
used to program, adjust, and control introduction of the additive.
Additionally or alternatively, the metering pump may be in
communication with the controller 52, which may control operation
of the metering pump.
The metering pump may introduce the additive 64 continuously or by
batch. For continuous introduction the integrated controller or
controller 52 operates the metering pump to continuously introduce,
i.e., inject, the additive 64 into the delivery system when the
pump or pumps 30 are active. For instance, as one or more tanks are
being filled, the additive 64 is injected so that the fuel
delivered to the tanks has a known, controlled amount of the
additive 64. The timeframe over which the additive is injected is
equal to or substantially equal to (within about 10%) the timeframe
over which the tank is filled. For batch introduction, the
integrated controller or controller 52 operates the metering pump
to introduce a defined dose amount of the additive 64 over a
defined timeframe. For instance, as a tank is being filled, the
defined dose of the additive 64 is injected so that the tank has a
known, controlled amount of the additive 64. The timeframe over
which the dose is injected is less than the timeframe over which
the tank is filled.
In one further example, the integrated controller or controller 52
includes a memory that is used to record how much of the additive
64 is delivered into the delivery system. In this regard, the
integrated controller or controller 52 can be used to track the
amount of additive 64 used over a time period to generate invoices
for the amount used. As an example, the integrated controller or
controller 52 may provide a daily output of additive use and
trigger the generation of an invoice that corresponds to the daily
use, thereby enabling almost instantaneous invoicing.
FIG. 5 illustrates another example of the station 20. In this
example, rather than the delivery line 66 of the additive injector
60 opening into the fuel line 32, the delivery line 66 opens into
the manifold 38. In this regard, if more than one manifold 38 is
used, the additive injector 60 may also be connected to open into
the other manifold 38. Alternatively, the additive injector 60 may
open into only one of the manifolds 38, while the other manifold 38
does not have the additive 64. Of course, an additional additive
injector 60 could be provided and fluidly connected with the other
manifold 38 so that both manifolds can provide fuel with the
additive 64.
Although a combination of features is shown in the illustrated
examples, not all of them need to be combined to realize the
benefits of various embodiments of this disclosure. In other words,
a system designed according to an embodiment of this disclosure
will not necessarily include all of the features shown in any one
of the Figures or all of the portions schematically shown in the
Figures. Moreover, selected features of one example embodiment may
be combined with selected features of other example
embodiments.
The preceding description is exemplary rather than limiting in
nature. Variations and modifications to the disclosed examples may
become apparent to those skilled in the art that do not necessarily
depart from this disclosure. The scope of legal protection given to
this disclosure can only be determined by studying the following
claims.
* * * * *
References